Wheelchair Securement System and Device

ABSTRACT

A mobility aid tie-down securing a mobility aid during transit in a vehicle. The mobility aid tie-down comprises a retractor secured to the vehicle at a first anchor point. The retractor has a spool and a restraint extendable therefrom. The restraint has a first restraint segment extending from the spool to a securement point on the mobility aid and a second restraint segment extending from the securement point on the mobility aid to a second anchor point. The tie-down configuration enables a load from the mobility aid during an adverse driving event to be distributed between the first restraint segment and the second restraint segment.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to and is a continuation of U.S. patentapplication Ser. No. 15/896,024, filed on Feb. 13, 2018, which is acontinuation of U.S. patent application Ser. No. 15/249,265 filed onAug. 26, 2016 and now abandoned, which is a continuation of U.S. patentapplication Ser. No. 14/211,934 filed on Mar. 14, 2014, now U.S. Pat.No. 9,445,957, which claims priority to U.S. Provisional PatentApplication No. 61/798,914 filed on Mar. 15, 2013. U.S. patentapplication Ser. Nos. 15/896,024, 15/249,265, 14/211,934, and 61/798,914are all incorporated herein by reference.

BACKGROUND Technical Field

The embodiments described and claimed herein relate generally towheelchair securement methods, systems, and devices for vehicles.

Background Art

Traditionally, two different types of tie-down assemblies (also referredto as tie-downs), have been used to secure a wheelchair inside avehicle: retractor type tie-downs and manual belt type tie-downs. Bothof these types of tie-downs are briefly discussed below, along withtheir drawbacks.

Retractor type tie-downs are often limited by the strength or materialof the restraint being used, and are limited in the way they arecurrently designed because only one length of the restraint is used whensecuring the wheelchair. Because of these limitations, the majority ofretractors are generally limited to securing a wheelchair having a massof a 100-120 kg when using two retractors in the rear of the wheelchair.If a wheelchair above these limits is to be secured, three or moreretractor tie-downs are required in the rear of the securement area. Ifthe restraint strength is increased, the restraint generally becomesthicker and this means the retractor needs to increase in size to housethis restraint (which makes them heavier and more difficult to installor use) or the amount of restraint available is significantly reduced,reducing their reach and limiting their use to very small vehicleinstallations. In such a scenario, the only way to secure heavywheelchairs is to use more than two retractors. The disadvantages ofusing more than two retractors include more clutter on the vehiclefloor, which could also result in other passengers tripping over theclutter, additional installation of more tie-downs, which results inmore time and cost, improper use of the retractors as it requiresdrivers or operators to discern when to use multiple retractors onwheelchairs of certain weights, and the arrangement of using more thantwo retractors is not aesthetically pleasing.

Manual belt type tie-downs are often stronger than the retractor type asthe design allows the restraint to be doubled, and as a result they canoften secure wheelchairs up to a mass of around 140 kg using twotie-downs in the rear of the location. If a wheelchair above theselimits is to be secured, three or more tie-downs are required. Manualtie-downs require more technical operation in order to properly secure awheelchair as the operator must perform additional steps of adjusting,tightening and locking the restraint, and storing the excess restraint.Tightening of the manual tie-downs require the use of an over-centerbuckle, ratchet, or similar mechanism which requires two hands andconsiderable effort, which may, at times, prove to be difficult for manyindividuals. As such, manual tie-downs are considered more cumbersome touse with the increased risk of improper use, and are, therefore,generally not favored. Further, they are less compact than retractorsand take up more storage room. Also, where the vehicle footprint issmall and/or the wheelchair tie-down securing locations are low, thesetie-downs often need to be very short in length and the minimum lengthfor these systems are inhibited by the buckle or adjuster mechanism frombeing reduced further in length. When wheelchairs exceeding 140 kg areused, currently three or more tie-downs are required. As noted above,using more tie-downs can lead to increased clutter, misuse, andincreased installation costs.

There is a growing concern that wheelchairs are increasing in mass andsize, while restraints, tie-downs, and/or securement systems used tosecure such wheelchairs have not been properly designed or tested withthese larger wheelchairs in mind. For example, some powered wheelchairscan have a mass as high as 200 kilograms (kg), and as a result, standardtesting procedures for wheelchair restraints using an 85 kg surrogatewheelchair are not representative of the actual wheelchair masses thatmay be used in the market.

In addition to the increase in size and mass of wheelchairs in recentyears, vehicles are also becoming smaller. As such, the environment andspace for securing wheelchairs in these kinds of vehicles is becomingever more challenging. Personal wheelchair accessible vehicles are oftendesigned to carry one or two wheelchairs, with one sitting behind theother. Fitting the wheelchair into these vehicles often requires thewheelchair to sit on a 10 degree slope, or require that the tie-downsangles used to secure a given wheelchair are set very steep to fitwithin the space.

To explain by way of an example, standards such as the ISO10542recommend a maximum rear tie-down angle of 45 degrees. In realitythough, the rear tie-down angles are often at 50-55 degrees. This typeof geometry can significantly increase the loading in the reartie-downs, which means that often times, even with a 85 kg wheelchair,current retractor tie-down technology is not suitable or strong enoughto work in this environment. The only options available in such ascenario are to revert to a manual belt type tie-down (which areslightly stronger) or modify the vehicle layout which is both timeconsuming and very costly.

Further, if a heavy wheelchair is to be secured in a small vehicle, thenthere is often insufficient room to install more than two tie-downs.Often, in these situations the rear tie-downs from the front wheelchairposition clash with the front tie-downs from the rear wheelchairpositions. This results in either the comfort of the wheelchairpassenger being compromised or having to utilize costly vehicleconversions, for example by installing the tie-down retractors under thevehicle floor.

In view of these market changes (e.g., introduction and use of heavierwheelchairs and smaller vehicles), there is an increased demand fortie-downs to be tested with heavier wheelchairs, and a push thatstandards declare the maximum wheelchair mass that a restraint cansecure. An example of such a standard is the UK PAS 2012. When tested tosuch standard, traditional retractor tie-downs are limited to securing awheelchair of mass of around 100-120 kg and a belt type tie-down ofaround 140 kg. If a wheelchair above these limits is to be secured,three or more tie-downs are required in the rear.

Accordingly, there is a need for stronger ‘heavy duty’ securementsystems that can be used to secure heavier wheelchairs in smallervehicles having limited or challenging installation space, and that beused to reduce the number of tie-down assemblies for securing suchwheelchairs.

BRIEF SUMMARY

In a first embodiment, a securement assembly for securing a wheelchairin a vehicle is provided. The securement assembly comprises a retractorsecured to the vehicle and a restraint. In the first embodiment, therestraint webbing has one end affixed to and extending from the spool ofretractor, has an extendable middle segment slidably passing through anopening of a hook for connecting the webbing and the retractor to thewheelchair, and has an opposite end of the webbing is secured to thevehicle at least near or directly underneath the retractor.

In a second embodiment the securement assembly comprises a retractor, arestraint webbing, and a wheelchair connector. The restraint has a bothends secured to and extending from the spool of retractor, an elongatedand extendable middle segment slidably passing through an opening of ahook used to connect the webbing and the retractor to the wheelchair.

Other embodiments are contemplated that could include a combination ofthe features discussed herein and other features which are known in theart, all of which are contemplated as falling within the claims even ifsuch embodiments are not specifically identified and discussed herein.

BRIEF DESCRIPTION OF THE SEVERAL VIEW OF THE DRAWINGS

These and other features, aspects, objects, and advantages of theembodiments described and claimed herein will become better understoodupon consideration of the following detailed description, appendedclaims, and accompanying drawings where:

FIG. 1 is a perspective view illustrating a first embodiment of anexemplary securement system used to secure a wheelchair in a vehicle;

FIG. 2 is a perspective view illustrating a first embodiment of asecurement assembly in the securement system;

FIG. 3 is a perspective view illustrating a second embodiment of thesecurement assembly;

FIG. 4 is a perspective view illustrating a first embodiment of awheelchair connector; and,

FIG. 5 is a perspective view of a bearing surface for the wheelchairconnector shown in FIG. 4.

It should be understood that the drawings are not necessarily to scaleand that the embodiments are sometimes illustrated by graphic symbols,phantom lines, diagrammatic representations and fragmentary views. Incertain instances, details which are not necessary for an understandingof the embodiments described and claimed herein or which render otherdetails difficult to perceive may have been omitted. It should beunderstood, of course, that the inventions described herein are notnecessarily limited to the particular embodiments illustrated. Indeed,it is expected that persons of ordinary skill in the art may devise anumber of alternative configurations that are similar and equivalent tothe embodiments shown and described herein without departing from thespirit and scope of the claims.

Like reference numerals will be used to refer to like or similar partsfrom Figure to Figure in the following detailed description of thedrawings.

DETAILED DESCRIPTION

Referring first to FIG. 1, one embodiment of a wheelchair securementsystem 10 is shown for securing a wheelchair 14 and its occupant 12 in avehicle. As shown in FIG. 1, the wheelchair securement system 10includes an occupant restraint system 16, wheelchair securementassemblies 18 a, 18 b, 18 c, and 18 d (or tie-down assemblies 18 a, 18b, 18 c, and 18 d), mounting brackets 20 a, 20 b, 20 c, and 20 d, and 22a, 22 b, 22 c, and 22 d. In one embodiment, each wheelchair securementassembly 18 a, 18 b, 18 c, and 18 d includes a retractor, a restraint,and a wheelchair connector. As shown in FIG. 1, the securement assembly18 a includes a retractor 24 a, a restraint 26 a; the securementassembly 18 b includes a retractor 24 b, and a restraint 26 b, and awheelchair connector 28 b; the securement assembly 18 c includes aretractor 24 c, a restraint 26 c, and a wheelchair connector 28 c; andthe securement assembly 18 d includes a retractor 24 d, a restraint 26 dand a wheelchair connector 28 d.

The wheelchair securement system 10 as shown is fully-equipped to securea wheelchair and its occupant. The system 10 is intended to be disposedin a vehicle such as a bus, car, van, train, aircraft, boat, or thelike. The system 10 can be mounted to the vehicle in many different waysand orientations. In one embodiment, the system 10 is mounted to aportion of a floor of the vehicle by way of anchorage in the form ofmounting brackets 20 a, 20 b, 20 c, and 20 d that are designed to fit atvarious locations along a floor anchorage such as L-track, A-Track orother floor anchorage integral to or carried by a floor or other supportthat is designed to carry a wheelchair during transit In anotherembodiment, the system 10 is mounted to a barrier, backwall, or asidewall (not shown) in the vehicle by way of mounting brackets 20 a, 20b, 20 c, and 20 d. The system 10 can be oriented in a way that thewheelchair is secured in a forward, rearward, or sideways direction. Inaddition, the system 10 can include four tie-down assemblies as shown,or three tie-down assemblies, as described in U.S. Pat. No. 8,414,234,which is incorporated herein by reference in its entirety. Even further,the system can include controls for changing the state of one or more ofthe retractors from an unlocked state to a locked state in the mannersimilar to that described in U.S. Pat. No. 7,452,170, which isincorporated herein by reference in its entirety.

In operation, each securement assembly 18 a, 18 b, 18 c, and 18 d worksin conjunction with the other securement assemblies in system 10 toadequately secure the wheelchair 14 to the inside of a vehicle.Generally speaking, securement assemblies 18 a, 18 b, 18 c, and 18 deach operate in a secured configuration or in an unsecuredconfiguration. FIG. 1 illustrates the wheelchair 14 in the securedconfiguration. In the secured configuration, each securement assembly 18a, 18 b, 18 c, and 18 d is connected to a portion of the wheelchair 14such that each securement assembly secures, in part, a portion of thewheelchair to the vehicle. In the secured configuration, as shown, eachwheelchair connector 28 a, 28 b, 28 c, and 28 d is adapted to connectits respective restraint 26 a, 26 b, 26 c, and 26 d to a correspondingframe member of wheelchair 14. Each restraint 26 a, 26 b, 26 c, and 26 dfirst extends from its respective retractor 24 a, 24 b, 24 c, and 24 dto a corresponding wheelchair connector, loops around or loops throughits respective wheelchair connector, and then extends back towards itsrespective retractor. Each retractor 24 a, 24 b, 24 c, and 24 d, inturn, is connected to its respective mounting bracket 20 a, 20 b, 20 c,and 20 d via anchors 22 a, 22 b, 22 c, and 22 d. And each mountingbracket 20 a, 20 b, 20 c, and 20 d is adapted to mount its respectivesecurement assembly 18 a, 18 b, 18 c, and 18 d to an inside surface ofthe vehicle.

Each component shown in FIG. 1 is discussed in detail below. It shouldbe understood that while the discussion below expressly refers to thewheelchair connector 28 a, the securement assembly 18 a, the restraint26 a, the retractor 24 a, the anchor 22 a, and the mounting bracket 20a, the discussion below is also applicable to each of wheelchairconnectors 28 b, 28 c, and 28 d, securement assemblies 18 b, 18 c, and18 d, restraints 26 b, 26 c, and 26 d, retractors 24 b, 24 c, and 24 d,anchors 22 b, 22 c, and 22 d, and mounting brackets 20 b, 20 c, and 20d.

Wheelchair connector 28 a may be any of a variety of connectors adaptedto connect a portion of the restraint webbing 26 a to a portion of thewheelchair 14. In one embodiment, the wheelchair connector 28 a is auniversal fastener or anchor wherein one end of the fastener isconfigured to connect to most types of wheelchairs and the other end ofthe fastener connects to the restraint 26 a. For example, the wheelchairconnector 28 a may be an S-hook or a J-hook fastener. In anotherembodiment, the wheelchair connector 28 a is simply a portion of therestraint webbing 26 a that loops around a frame member of thewheelchair. In this embodiment, the restraint webbing 26 a would have aconnector at its terminal end that would connect at, near, or to theretractor 24 a. That connector could be a male tongue that would matewith a female buckle near, at, or on the retractor 24 a.

Generally speaking, restraint webbing 26 a (like each of restraints 26b, 26 c, and 26 d) is any type of restraint that extends away from aretractor to a wheelchair connector, loops around the portion of thewheelchair connector, and then extends back towards its respectiveretractor. In one embodiment, the restraint webbing 26 a is a webbing ora strap that is housed within the retractor 24 a that is adapted to passthrough an opening in the retractor 24 a, and that extends away from theretractor 24 a to the wheelchair connector 28 a, loops around a portionof the wheelchair connector 28 a, and the extends back towards theretractor 24 a. In this embodiment, the restraint material is webbing orstrap. In another embodiment, the restraint can be rope, cord, or cable.

As a general matter, retractor 24 a (like each of retractors 24 b, 24 c,and 24 d) comprises a housing that defines an interior space in which arestraint is housed, and includes an opening through which a portion ofthe restraint 26 passes or extends. In one embodiment, the retractor 24a includes a retractor spool disposed within the housing, wherein therestraint is wound on the retractor spool, wherein a portion of therestraint is adapted to pass from the retractor spool through theopening. The retractor 24 a may be any retractor, including Q′straint'sQRTMAX, QRT Delux, QRT Standard, or QER-4000 retractor products.

Anchor 22 a (like each of anchors 22 b, 22 c, and 22 d) may be generallyany type of fastener or anchor that allows a securement system and/or aretractor to be connected to a mounting bracket or to the inside surfaceof a vehicle. In the embodiment of FIG. 1, the anchor 22 a is a slideand click disk shaped anchor for use in “L-Track” system that that hasextended length (not shown), and allow the retractor to connect to amounting bracket 20 a at various locations along the length of the“L-Track”. The anchor may be a bolt, a screw or other form ofconnection.

Mounting brackets 20 a (like each of mounting brackets 20 b, 20 c, and20 d) allows a securement system (e.g., securement system 18 a) to beinstalled to a vehicle. In FIG. 1, mounting bracket 20 a is an “L-track”that is flush mounted to the floor of vehicle. In another embodiment,mounting bracket may a surface rail track for surface mountedinstallations. In yet another embodiment, mounting bracket may bebracket that allows securement system 18 a to be installed on a barrier,seating module, or sidewall of the vehicle. Other embodiments are alsopossible.

It should be understood that the system 10 illustrated in FIG. 1 isexemplary in nature. As such, system 10 may not necessarily include theoccupant shoulder restraint system 16, and may include other componentsor features not shown. For instance, in one embodiment, securementassemblies 18 a, 18 b, 18 c, and 18 d connect directly to the inside ofthe vehicle without first connecting to mounting brackets 20 a, 20 b, 20c, and 20 d. As another example, in one embodiment, wheelchair connector28 a is part of the securement assembly 18 a, whereby the restraintwebbing 26 a itself connects to the wheelchair. As yet another example,in one embodiment, system 10 may include only two or three of the foursecurement assemblies 18 a, 18 b, 18 c, and 18 d shown in FIG. 1.

FIG. 2 illustrates a perspective view of the exemplary securementassembly 18 a from FIG. 1. As shown in FIG. 2, the securement assembly18 a includes the retractor 24 a, the restraint webbing 26 a, and arestraint 38, each of which is discussed in turn below. While thepreferred (and commonly used) material for the restraint is webbing,other flexible material may be used, such as cable, rope and any otherflexible and elongate material.

Retractor 24 a comprises a housing 30. The housing 30 defines aninterior space in which a restraint is housed, and includes an opening(not shown in FIG. 2) through which the restraint passes as it winds onan off a spool inside the housing 30 of the retractor 24 a. As shown inFIG. 2, the housing 30 includes a laterally extending tongue 40 whichincludes a hole 42 through which an anchor 22 a can be affixed therebyallowing the retractor 24 a to be mounted to the mounting bracket 20 a(shown in FIG. 1) or an inside surface of the vehicle.

Restraint webbing 26 a generally is adapted to form a closed loop arounda portion of the wheelchair connector 28 a. As discussed below inconnection with FIGS. 4 and 5, wheelchair connector 28 a is any type ofconnector that it adapted to connect to a portion of the wheelchair 14.As shown in FIG. 2, in the secured configuration, the restraint webbing26 a extends from the retractor 24 a towards the wheelchair connector 28a, loops around a portion of the wheelchair connector 28 a, and thenextends back towards the retractor 24 a, thereby forming a closed looparound a portion of the wheelchair connector. This arrangement of havingthe restraint webbing 26 a extend from the retractor 24 a, loop aroundand extend back towards the retractor 24 a has several advantages, someof which are discussed below.

First, the closed loop arrangement advantageously increases the strengthof the securement assembly 18 a to enable heavy wheelchairs, such aspowered wheelchairs, to be secured or wheelchairs to be secured in achallenging environment without having to redesign the wheelchairinstallation space. In particular, the closed loop arrangement increasesthe retractor effective strength by doubling the restraint webbing 26 abetween a wheel chair and a vehicle, while maintaining the corefunctionality of the retractor 24 a—such as its size, self tensioningetc.

The closed-loop arrangement is different from a tongue and bucklerestraint that is typically used in prior art manual belt type tie-downsbecause a tongue and buckle loop does not increase the capacity of aretractor—it merely acts as a securement hook. Second, the closed-looparrangement minimizes the clutter on the vehicle floor compared to theprior art 4 tie-downs or 2 manual belt tie-downs which are traditionallyneeded to secure heavier wheelchair. Third, the closed-loop arrangementincreases the speed of installation compared to the installation of 4tie-downs or installation of 2 manual belt-tie downs, and reduces theamount of floor anchorages required in the vehicle floor compared to 4tie-downs. Fourth, the closed-loop arrangement minimizes the likelihoodof misusing securement assembly 18 a given that restraint webbing 26 acan be used to secure heavier wheelchairs. Fifth, the overall dimensionsof the restraint webbing 26 a are maintained and hence no increasedamount of space within the vehicle is required. This is a significantadvantage as installation space is becoming limited as vehicles aregetting smaller. Sixth, in one embodiment, the securement assemblies areused on the rear for all wheelchair weights up to the retractor limit.As such, the securement assemblies described herein are advantageouslyused where steep rear tie-down angles or vehicle floor angles existgiven that these angled arrangements often increase the load in thetie-downs or restraints beyond their capability.

Returning to FIG. 2, the restraint webbing 26 a includes a first end 32affixed to the spool of the retractor 30, an extendable middle segment34, and an opposite end 36, which, preferably, is attached to thestructure in which the wheelchair is to be secured at the same locationas the tongue 40 retractor 24 a. As shown in FIG. 2, the first end 32 isconnected to the extendable middle segment 34, which in turn isconnected to the opposite end 36. In a secured configuration of thesecurement assembly 18 a, the restraint webbing 26 a at least in partforms a closed loop extending through an opening in the wheelchairconnector 28 a. As shown in FIG. 2, the loop begins at first end 32 andextends to the opposite end 36.

As a general matter, the first end 32 comprises a portion of therestraint webbing 26 a that is generally disposed inside the retractor26 a and is fixed to a spool (not shown) therein. The extendable middlesegment 34 generally comprises a portion of the restraint webbing 26 athat is adapted to loop through an opening in the wheelchair connector28 a. The opposite end 36 generally comprises a portion of the restraintwebbing 26 a that is disposed at the point of connection of theretractor 24 a to the vehicle. This arrangement takes advantage of thesame connecting hardware used fasten both the retractor 24 a and theopposite end 36 of the webbing.

The terminal segment 36 could, alternatively be connected to a portionof the outside surface of the housing 30. In yet another embodiment, theterminal segment 36 could be connected to a portion on an inside surfaceof the housing 30. In still yet another embodiment, the opposite end 36may be connected to the restraint, near but at a location that isdifferent from the location where the retractor 24 a is fastened to thestructure to which the wheelchair is being secured.

Restraint connector 38 is any type of connector or anchor that iscapable of forming a connection between to the opposite end 36 of therestraint 26 a and the structure to which the wheelchair is beingsecured. As shown in FIG. 2, the restraint connector 38 forms a tonguethat is aligned with the tongue 40 of housing 30. In this embodiment,the anchor 22 a can be used to anchor both the opposite end 36 and thetongue 40 to the mounting bracket 20 a. It should be understood thatconnector 38 may take many different forms. For example, in oneembodiment, the restraint connector may comprises a female portion of abuckle and the opposite end may carry a male portion of the buckle suchthat the male and female portions mate, whereby the restraint webbingform an openable loop. As another example, in one embodiment, therestraint connector 38 is integrally attached to a part (such as thehousing 30) of the retractor 24 a.

It should be understood that the securement assembly 18 a in FIG. 2 isexemplary in nature, and may include other components, and may beconfigured in different ways. For example, securement assembly may notinclude a restraint connector 38, such that the opposite end 36 isadapted to attach to a surface that is located near but separate fromthe location where the retractor 24 a is connected to the structure towhich the wheelchair is being secured.

FIG. 3 illustrates a perspective view of another embodiment ofsecurement assembly 18 b. In this embodiment, both ends (not shown) ofthe restraint webbing 26 b pass through the opening 44 in the retractorhousing 30 b, and the webbing 26 b also passes through an opening in thewheelchair connector 28 b, such two parts of the extendable middlesegment extend from the housing 30 b. In this embodiment the oppositeend 36 may be affixed through an inside surface of the housing to thetongue by which the housing is affixed to the anchor. In an alternativeversion, similar to FIG. 3, the opposite end 36 b may be affixed to thespool (not shown), in which case the amount of length of the webbingthat passes through the opening of the hook 28 b would be relativelysmall, i.e., only enough to account for the differing rates taken up bywinding both ends of the webbing around the same spool in the retractor.

FIG. 4 depicts one possible embodiment of a wheelchair connector 28 a.The wheelchair connector 28 a comprises a J-hook 62 having a first end58 and a second end 60. As shown, the extendable middle segment 34 ofthe restraint webbing 26 a is adapted to pass through an opening in thesecond end 60 of the wheelchair connector 28 a. To reduce webbingfriction between the wheelchair connector 28 a and the distal segment 34of the restraint 26 a, a sleeve bearing (FIG. 5) can be place on thesecond end 60 of the wheelchair connector 28 a. The clip 64 of FIG. 5 isone example of such a bearing. The clip 64 comprises a C-shaped clipthat includes a curved outside surface 66 and a curved inside surface 68to fit loosely around the bent wire that forms the second end 60 of theconnector 28 a. The inside surface 68 of the clip 64 is adapted toconnect to the second end 60 of the hook 62 shown in FIG. 4. The clip 64is adapted to rotate freely around the second end 60 of the hook 62 suchthat the inside surface 68 comprises a bearing surface that allows theclip 64 to rotate freely. In another embodiment, the clip 64 is attachedfixedly to the second end 60 of the hook 62 such that the outsidesurface 66 acts as the bearing surface for the restraint webbing 26 a.As webbing may tend to fray, placement of a low-friction material or asleeve bearing on the connector at the opening will enhance the life ofthe webbing that passes through the opening in the connector 28 a, eachtime the restraint is used.

It should be noted that the connector shown and described herein is aJ-hook, it should be noted that many different connector may be used,including a variety of other hooks or multi-component assemblies, solong as they safely and quickly connect the restraint to as structuralcomponent of the wheelchair to be secured. Possible alternativeconnectors include: S-hooks, Caribiner-hooks, Wire-hooks, Narrow Hooksand male-female buckles, and many others. Similarly, while the restraintshown herein is the usual fabric-based webbing (as is commonly seen inseat belts, but perhaps heavier), other tension-carrying materials aresuitable, and include cable, wire, synthetic line and rope.

Although the inventions described and claimed herein have been describedin considerable detail with reference to certain embodiments, oneskilled in the art will appreciate that the inventions described andclaimed herein can be practiced by other than those embodiments, whichhave been presented for purposes of illustration and not of limitation.For example, the embodiments shown herein include webbing as theflexible restraint material, which is commonly used in vehicle restraintsystems, but this is only exemplary, and those skilled in the art willbe aware that other flexible restraining materials may be used.Therefore, the spirit and scope of the appended claims should not belimited to the description of the embodiments contained herein.

We claim:
 1. A mobility aid tie-down for securing a mobility aid duringtransit in a vehicle, the mobility aid tie-down comprising: a retractorsecured to the vehicle at a first anchor point; the retractor having aspool and a restraint extendable therefrom; the restraint having a firstrestraint segment extending from the spool to a securement point on themobility aid and a second restraint segment extending from thesecurement point on the mobility aid to a second anchor point; wherebythe mobility aid tie-down is configured to distribute a load from themobility aid during an adverse driving event between the first restraintsegment and the second restraint segment.
 2. The mobility aid tie-downof claim 1, wherein the first restraint segment and the second restraintsegment are continuous.
 3. The mobility aid tie-down of claim 1, whereinthe load is distributed between the first anchor point and the secondanchor point.
 4. The mobility aid tie-down of claim 1, wherein thesecond anchor point is the spool, whereby a portion of both the firstrestraint segment and the second restraint segment are wound about thespool.
 5. The mobility aid tie-down of claim 1, wherein a middle portionof the restraint loops around a frame member of the mobility aid.
 6. Themobility aid tie-down of claim 5, wherein an end of the second restraintsegment includes a connector for releasable connection to the secondanchor point.
 7. The mobility aid tie-down of claim 6, wherein theconnector is a male tongue adapted to mate with a female buckle at thesecond anchor point.
 8. The mobility aid tie-down of claim 1, whereinthe first anchor point is on a vehicle surface selected from the groupincluding a floor, a barrier, a wall, and an amble passenger seatingmodule.
 9. The mobility aid tie-down of claim 8, wherein the secondanchor point is on the same vehicle surface.
 10. The mobility aidtie-down of claim 9, wherein a middle portion of the restraint loopsaround a frame member of the mobility aid.
 11. The mobility aid tie-downof claim 10, wherein the mobility aid is oriented in a rearward-facingdirection relative to a vehicle traveling direction.
 12. The mobilityaid tie-down of claim 10, wherein the mobility aid is oriented in aforward-facing direction relative to a vehicle traveling direction. 13.The mobility aid tie-down of claim 10, wherein the mobility aid isoriented in a side-facing direction relative to a vehicle travelingdirection.
 14. The mobility aid tie-down of claim 1, wherein both thespool and the second anchor point are disposed within a housing.
 15. Themobility aid tie-down of claim 14, wherein both the first restraintsegment and the second restraint segment extend through a same openingin the housing.
 16. The mobility aid tie-down of claim 15, wherein thesecond anchor point is the spool, whereby a portion of both the firstrestraint segment and the second restraint segment are wound about thespool.
 17. The mobility aid tie-down of claim 1, wherein the restraintcomprises a material selected from the group including webbing, rope,cord, and cable.
 18. The mobility aid tie-down of claim 1, wherein thefirst anchor point is separate from by disposed near the second anchorpoint.
 19. The mobility aid tie-down of claim 1, wherein the firstanchor point and second anchor point are both disposed on a samestructure to which the mobility aid is secured.
 20. The mobility aidtie-down of claim 1 further comprising a mobility aid connector securinga middle portion of the restraint to the securement point on themobility aid, wherein the middle portion of the restraint extendsthrough an opening in the mobility aid connector.